Angle drive torque converter transmission



Jan. l1, 1949. c. D. PETERSON is'rAL l ANGLE DRIVE TORQUE CONVERTER TRANSMISSION vZ'SheAetz-z-Sheei; 1

Filed May 23, 1945 wv Sv N 3v., .r f 7. Witt Fm? Il! Q n A. m mmmm NN r VN A N a1 uw A- n .l N QQ w W .n M. m m. www .NW b ww. uw MN. m. u.. wh .o M Q.

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Jan. ll, 1949. c. D. PETERSON Erm, 2,459,093

ANGLE DRI'VE TORQUE CONVRTEH TRANSMISSION Filed May 2:5, 1945 2 Sheets-Sheet 2 INVENroRs C//iL .-D. PETERSON f7-'c3 l N um, MBE/e7- dpi/M54 AT TOPNBYS Patented Jan. ll, 1949 ANGLE DRIVE TORQUE CONVERTER TRANSMISSION cari D. Peterson and Albert H.

Deimel, Toledo,

Ohio, assignors to Dana Corporation, Toledo,

Ohio,

a corporation of Virginia Application May 23, 1945, Serial No. 595,264

This invention relates to transmission mechanisms of the type shown in Peterson and Delmel Patent No. 2,369,369, issued February 13, 1945,

in which there are two drives between an engine-actuated driving member and the output or driven shaft, one being in one-path through a torque converter, which may be connected and disconnected by a friction clutch from the engine drive, and the other being a solid drive shaft, which is connectable to the driven shaft through a normally-disengaged balking clutch, and the driven shaft is connected to an angle shaft through'intermeshing bevel gears.

The invention has for its object a particularly simple. compact, as to axial length, and rigid construction, the arrangement of the bevel gear of the angle drive on the driven shaft relative to the jaw or balking clutch and to the bearings for the driven shaft.

The invention further has for its object a control for the power shift means of the friction and the jaw clutches to cut out or disengage the frlction clutch, after the jaw clutch has been engaged, and to again throw in the friction clutch, when the jaw clutch has been disengaged.

The invention consists in the novel features and in the combinations and constructions hereinafter set forth and claimed.

In describing this invention, reference is had to the accompanying drawings, in which like 10 Claims. (Cl. 711-1895) an input shaft 9, as a hub or a sleeve, surrounding the shaft 1, and theturbine 4 is provided with an output shaft or sleeve I0 surrounding the shaft 7. These sleeves 9, |Il` are mounted in suitable bearings in the casing, and alsosuitable oil seals l are provided for preventing leakage of hydraulic uid from the converter. The input shaft or sleeve 9 is connected to the'driving member I through a normally-engaged friction clutch designated generally II. this including a shiftable collar I2 operated as hereinafter described. The output shaft or sleeve I0 is connected to the driven shaft 8 through suitable motion:v transmitting mechanism including forward and reverse gearing of any desired construction. The driven shaft 8 includes lan annular or hollow Ahead I3 at its inner end.

The transmission mechanism betweenl the.out-.

- ring gears I9 and 20 on the driving member I4 and the head I3 respectively, anda clutch including a clutch collar 2| having internal, spacedapart teeth coacting with external splines onf the characters designate'corresponding parts in all the views.

Figure 1 is a, longitudinal sectional view of a transmission mechanism embodying this invention.

Figure 2 is a diagrammatic view of the control for the friction clutch through which power is transmitted to the converter and the jaw or balkng clutch through which power is transmitted directly to the driven shaft.

Figure 3 is an enlarged detail sectional view of one of the solenoid-operated air valves.

I designates an engine-actuated driving member or shaft common to both drives to be hereinafter described. These drives are concentrically arranged, or one includes a shaft locatedgwithin the other. The other includes a hydraulic torque converter 2 having an impeller or pump 3,. a runner or turbine 4 and a stator 5 within a suitable casing 6, which is fixed to or is unitary with the main transmission casing or box. The inner drive includes a shaft 1 extending axially through the outer drive. 8 designates a driven shaft axially alined with the outer and inner drives.

carrier I6 and on the drivingv member I4 and shiftable from this position in which it is locked with both the carrier and the driving member, into an intermediate neutral position and into a position in which it is interlocked with stationary teeth 22 on the casing of the hydraulic con verter. When interlocked with the driving member I4 and the carrier I6, the carrier I6 and driving member I4 will rotate as a unit and the pinions will revolve orbitallyA without turning about their own axes, and thus transmit through 'a one to one ratio thebmovement of the output shaft I 0 of the converter to the driven shaft 8.

When the collar 2l is shifted into neutral position, no motion will be transmitted. When shifted to the left, so that the teeth of the clutch' collar are interlocked, both with the carrier I6 and the stationary teeth 22, the carrier is locked from rotation, so that the pinions are held from orbita-1 movement but are free' to rotate about 3 engagement with internal-clutch teeth on the head I3. This clutch is preferably a balking clutch to prevent clashing of the clutch teeth 24, 25` and blocking complete shifting movement until the speeds of the two parts to be clutched together cross.. The balking ring is of the frictionless type, that is, without the usual slip friction face. 26 designates the balking ring, this being splined on the shaft 1 to have a limited rocking movement relatively thereto and to the clutch coll-ar 23 and provided with a set of balking shoulders 21 for co-acting with the ends 2B of the internal splines of theV collar 23, which ends are a second set of balking shoulders. The balking ring is provided with peripheral cams and isthe inner race of an overrunning clutch,

the outer race of which is the inner cylindrical.

face of the head I3. 29 designates the rollers of the overrunning clutch, and 30 the cage thereof. The frictionless balking ring clutch per se forms no part of this invention. It is suicient to say that whenthe driveV is through the converter and the balking clutch is disengaged'that is, when the speeds of the shaft 1 and driven shaft 8 ,are different, the balking teeth or shoulders 21, 28 will be in balkinglposition. However, when the shift is beingmade from converter drive to drive through the shaft 1, theengine'will be momentarily decelerated, thus slowing down the shaft I, While the head I3 will drift ahead under the momentum of the vehicle, due to the overrunning clutch 15B, and in so doing, its speed will increase overthat of the shaft 1, so that the head I3 through the rollers 29 will ride up and wedge on the cams of the balking ring, andas the speeds cross, will rock the balking ring, carrying the blocking shoulders out of blocking position, permitting complete shifting-in of 'the collar 23 to interlock the teeth 28 with the teeth 21.

, -The angle drive includes intermeshing bevel Agears 3lv and 32 mounted respectively on the shaft 8 and the angle shaft 34, the bevel gear 3l being located in the rear of the clutch collar 23. The transmission is enclosed in a suit-able main box or casing to which the casing for the converter is secured,v as by screws 36, and this casing 35 has spaced bearings at 38 and 39 for the driven shaft!! in front of and in the rear of rthe bevel gear 3l, the bearing 38 being located between and close to the head 3 or the clutch collar 23 and the bevel gear 3|, so that the bevel gear 3I from which thedrive is taken through the angle shaft as well as the joint or coupling between the shafts 1, 8, when clutched together, is rigid and compact. The angle shaft 34 is mounted in a suitable cage 40 mounted in a casing section 4I between the bearings 38, 39 for the driven shaft 8. It is unitarily secured'to land preferably integral with the casing 35. The angle shaft 34 is hereshown as provided with one section 42 of a universal joint. As will be understood, it is connected to a universal joint section on a. propeller shaft.

The clutch collars I2 and 23 are shifted by kpower mechanism, they clutch collar I2 being shiftedout to disengage the converter clutch II when the jaw or balking ring clutch collar 23 is shlftedinto engaged position. The particular form of power shifting mechanism forms no part ,v of this invention.

L Y 31,; designates l'a cylinder having va piston 44 Herein, the rod of which is connected to a lever 1 .gshavinge fork enacting with the shiftable c01- or the friction clutch n, a'cylinder having @piston 41 therein, the red,

46 designates 43 of which is connected to a sliding fork 49 coacting with a collar 50 slidabie axially on the head I3 and having inwardly extending` studs`5ll working in a groove inthe jaw clutch collar 23. The clutch Il is spring biased, as by springs 52,

, tol be engaged, except when disengaging force is applied and maintained. The clutch collar 23 or 'the fork 4s thereof is spring biased. as by the spring 53, to be normally disengaged and held disengaged until a shifting-ln force is applied and maintained, that is,` the clutch II remains engaged until power fluid flows to the cylinder 43 and exhaust type and of Iany suitable construction. They are operated by electro-responsive means, as solenoids 59 and 60 respectively, which are connected in `circuits controlled by switches, as will be presently described. Each valve 51 or 58 and the solenoid for operating it is of standard construction.. They are alike. Referring to Figure 3, in iwhich the valve 51 is illustrated, the

vvalve includes a valve member in the general form of a dumb-bell, one ball of which seats, as the lower ball, on the lower side of the lower seat A and the upper ball of which seats 4on the lower side of the seat B, which is the lower end of the core of the magnet of the solenoid 5S. The core is pulled vertically in Figures 2 and 3, when the magnet is energized, opening the lower ball of the vdumb-bell shaped valve member C permitting air to pass from the supply pipe 55 to the cylinder 43 to actuate the piston therein. The

upper ball of the valve member C is now sealed,

closing an exhaust passage D extending axially through the core, When the'circuit to the magnet is opened, the spring E acting on the end of the core reacts and the pressure of the air on the lower ball closes it against its seat. The seat 'at the end of the core moves away from the upper ball, thus opening the cylinder 43 to the outlet of air. It remains in this position until the solenoid is `again energized. A spring F actsv on the valve member C to return it to closed position and also to stabilize it or hold it upright.

The length of the stem of the dumb-bell valve member is such that when the lower ball controlling the intake of air is on its seat, the upper ball is spaced apart from the seat at the end of the core. The construction of the valve itself forms no part of this invention. The circuit for the solenoid 6D also includes a governor switch 6I operated by the speed of the driven shaft 34,

this circuit also having a suitable hand or manually-operated switch 62 therein, which may be an ignition switch and operated only when the ignition key is turned to on position. Normally when the speed is through the converter below direct drive speed, the switch 6I will be open. When, however, the speed reaches a predetermined high through the converter, the switch 6I will be closed by the action of the governor, and hence the solenoid 60 energized to operate the valve 58 to the intake of air from the pipe 56 and closed to the exhaust of air, so that air enters the cylinder 46 and shifts the piston 41 therein. However, as the speeds are differential, the balking ring 26 blocks shifting-in of the clutch teeth 24 into mesh with the clutch teeth 25. The shiftlng-in of the clutch collar 23 to balk position s shifts the fork 49 one step to the left, so that a switch 62 is closed by a pin or poppet 54' dropping into a notch 65 in a cam head 66 on the fork I9. .The closing of the switch 62 closes a circuit through the ignition switch to an electroresponsive device or solenoid 61, which closes the throttle 66 in the manifold 69 of the engine, which actuates the drive shaft I, thus causing the engine to be decelerated. Hence, the shaft 1 slows down while the shaft 8 is free to rotate under the momentum of the vehicle, and in so doing, cause the balking ring, through its overrunning clutch, to be shifted, thus carrying the balking shoulders 21 out of balking position, permitting complete shifting in of the fork 49 against the action of the spring 53. When shifting is completed, the pin 64 rides up on the hump 16 of the cam 66 and again opens the switch`62, so that the throttle may be operated by the regular accelerator pedal 1I. When the shifting-in of the clutch collar 23 is thus completed, an additional normally-open switch 12 is closed, this being in the circuit leading to the solenoid 59 which controls the friction clutch .I I. The switch 12 is closed at the end of the shifting-in movement by reason of the pin 13 dropping into a notch 14 in the cam 66. When the switch 12 is closed, and hence the solenoid 59 energized, the valve 51 is open to permit air to flow from the branch 55 into the cylinder 43 and actuate the-piston u therein to throw out and hold the clutch collar I2 against the action of the spring 52. Hence, the friction clutch II is disengaged immediately after the Jaw clutch collar 23 ls engaged and the clutch II is held disengaged as long asthe balking ring clutch is engaged. The baiking ring clutch may be disencauses the pin 'I3 to ride out of the notch 14 causing the pin to open the switch 12, thus deenergizing the solenoid 59 and permitting air to exhaust from the clutch cylinder 43 so that the springs 52 will re-engage thev friction clutch II. Also, the shifting out of the clutch collar 23 restores the cam 66 relatively to the pin 64, as seen in Figure 2.

I1`he forward and reverse collar 2| is operated by a suitable hand lever 15, which is connected by links 16 to a rock arm 11 on the shaft 18 on which the fork 19 for the collar is mounted. During normal running, that is, in all forward speeds, the lever 15 is in forward position and the clutch collar 2I is in the position shown in Figure 1.

Owing to the arrangement of the angle drive relative to the bearings 38, 39 for the driven shaft 8 and the relative arrangement of the head I3 and the balk clutch, the transmission is of relatively short axial length and the angle drive rigidly supported. A

What we claim is:

1. In a transmission mechanism, outer and inner concentric drives, a drive member common to both drives and a driven sh'aft laxially alined with i the outer and inner drives, the outer drive including a hydraulic torque converter having input shaft including an overrunning clutch permitting the driven shaft to overrun the output shaft of the converter, when rotating faster than the same, the inner drive including Ia shaft extending axially through the input and output shafts of the converter, a normally disengaged jaw clutch for connecting the driven shaft directly to theinner drive shaft including a shiftable collar operable to engage and disengage the vjaw clutch, an angle drive including intermesliing bevel gears, one of which is mounted on the driven shaft, and a casing for the transmission having bearings on opposite sides of the bevel gear on the driven shaft in an yaxial direction, the bearing on one side of the bevel gear being located between the shiftable clutch collar and the bevel gear. 4 p

2. In a transmisison mechanism, outer and inner concentric drives, a drive member common to both drives land a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and output shafts, a normally engaged clutch between the drive member and the input shaft of the converter, motion transmitting means between the converter output shaft and the driven shaft in-. cluding an overrunning clutch permitting the driven shaft to overrun the output shaft of the converter, when rotating faster than theV same, the inner drive including a shaft extending axially through the input and output shafts of thev converter, a normally disengaged jaw clutch vfor connecting the driven shaft directly to the inner drive shaft including a, shiftable collar operable and output shafts, a normally engaged clutch beto engage and disengage the Jaw clutch, an angie drive including -Intermeshing bevel gears, one of which is mounted on the driven shaft, a casing for the transmission having bearings on opposite' sides of the bevel gear on the driven shaft in an axial direction, the bearing on one side of the bevel gear being located between the shiftable clutch collar land the bevel gear, and a casing for the angle drive unitary with the former casing.

3. In 'a transmission mechanism, outer and inner concentric drives, a drive member common to both drives and a driven shaft axially alined with the outer and inner drives, the outer drive Yincluding a hydraulic torque converter hav- `ing input and output shafts, a normally engaged clutch between the drive member and the input shaftA of the converter, motion transmitting means between the converter output shaft and the driven shaft including an over-running clutch permitting the driven shaft to overrun the output shaft of the converter, when rotating faster than the same, the inner drive including a sha-ft extending axially through the input and output shafts of the converter, a normally disengaged jaw clutch for connecting the driven shaft directly to the inner drive shaft including a shiftable collar operable to engage and disengage the Y jaw clutch, and an angle drive including inter'-- meshing bevel gears, one of which is mounted on the driven shaft, the jaw clutch being located adjacent the bevel gear on the driven shaft.

4'. In a transmission mechanism, outer and inner concentric drives, a drive member common to both drives and a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and output shafts, a normally engaged clutch between the drive member and the input shaft of the converter, motion transmitting means between the converter output shaft and the driven shaft including an overrunning clutch permitting the driven shaft to overrun the output shaft ofthe converter, when rotating faster than the same, the inner drive including a shaft exjaw clutch for connecting the driven shaft directly to the inner drive shaft including a shiftable collar operable to engage and disengage thejaw clutch, an angle drive including intermeshlng bevel gears, one of which is mounted on the vdriven shaft, the jaw clutch being located adjacent the bevel gear on the driven shaft, and a casing for the transmission having bearings for the driven shaft on opposite sides, in an axial direction of the bevel gear on the driven shaft and adjacent the same.

5. In a transmission mechanism, outer and inner concentric drives, a drive member common the driven shaft including an overrunning clutch permitting the driven shaft to overrun the output shaft of the converter,v when rotating faster y than the same, the inner drive including a shaft extendingv axially through the input -and output shafts of the converter, a normally disengaged jaw clutchforconnecting the driven shaft di- -rectly to the inner drive shaftincluding `a shiftable collar operableto engage and disengage the jaw clutch, an angle drive including intermesh- 'ing bevel gears, one of which ls mounted on the driven shaft, the :lawy clutch being located in front of and adjacent the bevel gear on the driven shaft, a casing for the' transmission having bearings for.

the driven shaft on opposite sides of the bevel gear on the driven shaft in an axial direction and adjacent the same, and a casingl supporting the angle drive mountedon the casing between said bearings. p t

6. In a transmission mechanism, inner and outer concentric drives, a drive member common to both drives, a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and output shafts, a normally engaged clutch ber tween the drive member and the input shaft, motion transmitting means between the converter output shaft and the driven shaft including an overrunning clutch which permits the driven shaft to overrun the output shaft, the inner drive including a shaft extending axially through the input and output shafts, the driven shaft having a hollow head at its inner end and the inner shaft extending axially into the hollow head and radially spaced therefrom, a normally disengaged jaw clutch between the driven shaft and the inner shaft located within the head and including a shiftable collar operable to engage and disengage the jaw clutch, and an angle drive including intermeshing bevel gears, one of which is mounted on the driven shaft adjacent the head thereof.

'7. In a transmission mechanism, inner and outer concentric drives, a drive member common to both drives, a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and output shafts, a normally engaged clutch between the drive member and the input shaft, motion transmitting means between the converter tending axially through the inputand output shafts ofthe converter, a normally disengaged shaft extending axially into the hollow head and radially spaced therefrom, a normally disengaged :law clutch between the driven shaft and the inner shaft located within the head and including a shiftable collar operable to engage and disengage the jaw clutch-an angle drive including intermeshing bevel gears, one of which is mounted on the driven shaft adjacent the head thereof, and a casing having bearings for the driven shaft on opposite sides of the bevel gear thereon, the bearing in front of the bevel gear being in the rear of and adjacent said head, and a casing for the angle drive mounted on the transmission casing between said bearings.

8. In a transmission mechanism, outer and to both drives and a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and output shafts, a normally engaged friction clutch'between the drive member and the input shaft of the converter, motion transmitting means between the output shaft of the converter and the driven shaft including an overrunning clutch permitting the driven shaftv to overrun the output shaft of the converter, when rotating faster than the same, the inner drive including a shaft extending vaxially through theinput and output shafts of the converter, a normally disengaged jaw clutch for' connecting the driven shaft directly to the inner drive shaft` including a shiftable collar operable to engage and disengage the jaw clutch, an angle drive including intermeshing bevel gears, one of which is mounted on the driven shaft, power means for shifting said clutches,'and a control for the power means including'means for controlling the shifting out of the friction clutch by its power means, after' the jaw clutch has been shifted into engaged position by its power means, and vice-versa.

9. In a transmission mechanism, outer and inner concentric drives, a drive member common to both -drives and a. driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having inputand output shafts, a normally engaged friction clutch between the drive member and the input shaft of the converter, motion transmitting means between the output shaft of the converter and the driven shaft including an overrunning clutch permitting the driven shaft to overrun the output shaft of the converter, when rotating fasterthan the same, the inner drive including a shaft extending axially through the input and output shafts of the converter, a balkingring clutch for connecting the driven shaft directly to the inner drive shaft including a frictionless ballring` ring and a shiftablewcollar operable to engage and disengage the halking clutch, and an angle drive including intermeshing bevel gears, one of which is mounted on the driven shaft, the balking clutch being located adjacent the bevel gear on the driven shaft.

10. In a transmission mechanism, outer and inner concentric drives, a drive member common to both drives and a driven shaft axially alined with the outer and inner drives, the outer drive including a hydraulic torque converter having input and between the drive member and the input shaft of the converter, motion transmitting means between the output shaft of the converter and thedriven shaft including an overrunning clutch permitting the driven shaft to overrun the output 5 I being located infront of and adjacent the bevel gear on the driven shaft, and a transmission casving having bearings for the driven shaft on oppostte sides of the bevelvsear thereon, one of said bearings being located between the shiftable clutch colla-r and the bevel gear on the driven shaft.

' CARL D. RETERSON. ALBERT H. DEIMEL.

REFERENCES crrEn The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,298,649 Russell Oct. 13, 1942 15 2,325,876 Pollard Aug. 3, 1943 2,369,126 Baker Feb. 13, 1945 2,369,369 Peterson et al.. 'Feb. 13, 1945 

